Metal structure for railway cars



A. E. SMALL NETAL STRUCTURE FOR RAIL'IAY CARS -Filed June 7. 1926 3Sheets-Sheet 2 x LE 25 2z 35 x 36 ,zal az ,37 I .82 87 I 1 315710 2 25713 Aug. 21, 1928. l,68l,8l2

A. E. SMALL NETAL STRUCTURE FOR RAILWAY CARS Filed June 7. 1926 3Sheets- Sheet 3 :v- G' a! sy 67 ,aa

' Patented Aug. 21, 1928.

UNITED STATE?) PATENT OFFICE.

ARTHUR E. SMALL, OF CHICAGO, ILLINOIS, ASSIGNOB TO UNION METAL PRODUCTSCOMPANY, OF CHICAGO, ILLINOIS, A CORPORATION OF DELAWARE.

METAL STRUCTURE FOR BAILWAY CARS.

Application filed June 7,

Reference is made to the accompanying drawings, which illu strate thepreferred form of the invention, though it is to be understood that theinvention is not limited to the exact details of construction shown anddescribed, as it is obvious that various modifications c thereof withinthe scope of the claims will occur to persons skilled in the art.

My invention relates to the construction of railway cars and moreparticularly to metal end structures or walls for railway cars made ofone or more metallic plates or panels formed with integral reinforcing,stiflening and bracing embossments or corrugations.

It is well known that the end walls of railway cars are more likely tobe broken or 0therwise injured than the side walls. This is due .to theinertia thrusts and pressures caused by the shifting 'of the cargoeswhen the train starts or stops. These thrusts may be local, tending todistort the end in some particular snot, as, for example, when a pieceof piping or lumber shifts lengthwise imparting a. blow against'the endwall of the car; or there may be a general tendency to break out the endwall as a whole or tear it away from the framing. For the purpose,therefore, of greater strength and durability, car ends have beenconstructed of metal plates corrugated or formed with ribs to impart thedesired strength, rigidity and resiliency.

One of the principal objects of my invention is to provide a corrugatedor embossed metallic end structure for railway cars in which thecorrugations or embossments have a configuration and arrangement thatimpart to the structure a maximum capacity for resist ing Cargo thrusts,both local and general, static or quiescent, and with sufiicientresiliency to prevent permanent distortion due to the thrusts of theloads, with a minimum weight of metal. It is important that structuresof this sort should be as light as possible, consistent with strengthand durability, both for reasons of economy in manufacturing cost andalso to keep the weight of the car at a minimum.

A further object is to provide a corrugated metallic wall element thatis practically pos- Bible to manufacture. A further object is to providea metallic wall element with corrugations that resist to a greaterdegree tor- 1926. Seria No. 114,247.

sional stresses, as well as brace the element, and the car end againstdiagonal side thrusts or weaving.

The combination of the embossments, ribs or corrugations comprising thereinforcement formed in the metallic plate is disclosed and claimed inmy separate application for patent, Serial No. 595,634, filed October19, 1922, and this application for patent discloses and claims thespecific advantages and constructions when such a reinforced metallicplate is applied to a car with the corrugations or reinforcementspositioned vertically or substantially so, i. e., extending fromadjacent the floor of the car (or end sill) to adjacent the roof (or endplate.) The metallic reinforced plates comprising the wall. are usuallyconnected along Vertical lines, and the middle plate or plates may bemade of thicker metal than those adjacent the side of the car and thecorrugations in the middle of the car end wall may be made strenger'than those elsewhere by being Inade deeper or wider or both. Also thecorrugations in the middle of the car end wall may be made longer toeliminate any fiat space between the upper end of the corrugations andthe end plate or roof of the car.

The maximum pressure and stress on a car end wall is about two feetabove the floor and adjacent the middle of the car. The corrugations area series of parallel beams and when positioned vertically the lower endsof the beams are supported by the underframe which is the backbone ofthe car and the upper ends are supported by the end plate. 'A beamshould have its maximum strength adjacent its point of maximum stress,therefore, I prefer to have the strongest part of the individualcorrugation, as well as the entire end wall, about two feet from thefloor or about one-fourth the length of the corrugat-ion.

In the drawings Fig. 1 is an end elevation of a box car equipped with myinvention.

Fig. 2 is a section on line 2-2 of Fig. 1.

Fig. 3 is an end elevation of a gondola car equipped with my invention.

Fig. 4 is a section on line 4-4 of Fig. 3.

Fig. 5 is an enlarged front view of a corrugated plate.

Fig. 6' is a top view of Fig. 5.

Fig. 7 is a section online 7-7 of Fig. 5.

Fig. 8 is a section on line 8 8 of Fig. 5.

Fig. 9 is a .section on line 9-9 of 5.

10 is an enlarged section of a portion of the plate on line 7--7 of Fig.5.

Fig. 11 is an enlarged section of a portion of the plate on line 8-8 ofFig. 5.

Fig. 12 is an enlarged section of a portion of the plate on line 9 9 ofFig. 5.

Fig. 13 is an enlarged section of a portion of the plate showing amodified form on line 7-7 of Fig. 5.

Fig. 14 is an enlarged section of a portion of the plate showing amodified form on line 8-8 of Fig. 5.

Fig. 15 is an enlarged section of a portion of the plate showin amodified form on line 9 9 of Fi 5.

F ig. 16 is a front View of a modified form of plate.

Fig. 17 is a top View of Fig. 16.

Fig. 18 is a section on line 13 18 of Fig. 16.

Fig. 19 is a section on line 19- 19 of Fig. 16.

Fig. 20 is a section on line 20 20 of Fig. 16.

F ig. 21 is a front view of a modified form.

Fig. 22 is a top View of Fig. 21.

Fig. 23 is a section online 23 23 of Fig. 21.

Fig. 24 is a section on line 2-l 24 ot Fig. 21.

Fig. 25 is a section on line 25 25 of Fig. 21.

Fig. 26 is a front View of a modified form.

Fig. 27 is a top view of Fig. 26.

Fig. 28 is a section on line 28-28 of. Fig. 26.

F ig. 29 is a section on line 29-29 ot Fig. 26.

Fig. 30 is a section on line 30 3O of Fig. 26.

Like characters of reference designate like parts.

The end wall structure shown in the above figures comprises a panelcomposed of a corrugated metal plate or plates.

Referring to Figs. 1 and 2. The corrugated plates 1, 2 and 3 extendacross the car from top to bottom and are formed with integral flangeset along the Vertical edges which overlap and are secured to the sidewalls 5 of the car by any suitable means.

The top edge of the end wall is seeured beneath the fascia boards 7 andthe meeting edges of the plate overlap and are secured together by rowsof rivets 8 and the lower edge of the end wall is secured to the endsill 9. Nailing strips are positioned within the corrugations andsecured thereto by belts and lining 11 is preterably nailed to thestrips.

F igs. 3 and a show a modified formof the invention applied to a gondolatype of car, wherein only one plate 12 is used to form the end panelwhich extends from side to side of the car and is provided along theVertical edges with flanges 13 which overlap and are secured to the sidewalls 14 by any suitable means. The top edge of the plate is secured tothe top chord 15 by rivets 16, while the lower edge is secured by rivets17 to the end sill 18.

lVhile the corrugations are shown pressed outwardly, it is understoodthat the corrugations or embossments may be pressed inwardly, orpartially inwardly and partially outwardly, from the original plane ofthe plate. The plates or panele may be applied to any type of railwaycar.

Figs. 5 to 9 inclusive show the reinforced plate provided with aplurality of parallel Vertical corrugations or embossments, eachembossnent comprising a plurality of sinuous minor corrugations 23 whichare spaced apart distances 22 substantially equal to their respectivewidths and the part of the plate 30 between adjacent minor corrugationsis also sinuous so that these minor corrugations merge together tofor-ma contiguous sinuous configuration (Fig. 9) symmetrical in crosssection about a line midway between the outermost portions of theseminor corrugations so that this line is the neutral axis ot the section.Such a section is very resilient and has a spring like action underloads, and, furthernore, produces a very strong section for the amountof metal used. These minor corrugations merge into the plane of theplate by means of terminal portions 31 of any desired formation. Aplurality of such minor corrugations merge together between their endsadjacent the floor of the' car to form a plurality of fewer majorcorrugations 21 with preferably 'fiat apices 25 which are spaced apartdistances substantially equal to their respective widths and the part 32of the plate between these major corrugations is also preferably fiat,thus forming a configuration (Fig. 7) symmetrical in cross section abouta line midway between the outermost portions of these major corrugationsso that this line is the neutral axis of the section. Such a section isstronger and relatively rigid as compared with the section of thesinuous minor eorrugations because more metal is positioned away fromthe neutral axis. By such an arrangement a wall is provided which isrelatively riqid adjacent the floor of the car and relati' oly resilientadjacent the top and bottom of the end wall. The secondary oppositelyprojecting rib 22 formed by the merging of the two adjacent minorcorrugations 23 is equal in width to the adjacent minor corrugations 23and decrease in width as the minor eorrugations merge together to formthe major corrugation 21. These secondary oppositely projecting ribs 22also preferably decrease in depth so that any concentrated stretch ofmetal is eliminated where the minor corrugations merge together.

Figs. 10, 11 and 12 are a' detail enlargement of portions of the platetaken on lines 7, 8 and 9, respectively, of Fig. 5. Fig. 10

shows the relatively wide fiat apices 25 of the major corrugations 21,the sloping sides 26 and the curved portion 27 which oin the fiat apices25 to the original plane of the plate 28.

Fig. '1-1 shows the minor corrugations 22 "pressed in 'an oppositedirection within the lar to Figs. 10,11 and 12.

Figs. 16, 17, 18, 19 and 20 show a modified detail of a plate in which50 is the plate,

51 is-the maj or corrugation of uniform width and depth and 52 is theminor corrugation of varying width and depth th at lies within the majorcorrugation 51 and is oppositely disposed. The maj or corrugations havefiat apices 53 decreasing in width and gradually merging into thedivergent extremities thereof. The fiat apices 53 are joined to theoriginal'plane of the plate by sloping sides 54: and curves '55. Thecorrugations merge into the plane 57 ofthe plate 50 by means oftermination`56. The upper minorcorrugations are *preferably longer thanthe lower minor corrugations so that the maximum strength of 'the plateis nearer to one edge than the other. In this modification theembossmcnts have parallel sides.

Fig. 17 is a top edge view of Fig. 16 and shows the major corrugation 51of uniform depth while the minor corrugation 52 is shown merging fromthe plane 57 of the plate `50into the major corrugation 51 at the centerthereof.

The major and minor corrugat-ions merge together at their extremities 58forming a sinuous configuration before 'terminating'into the originalplane '57 of the plate 50.

Fig. 18 is a cross section taken on line `18-18 of Fig. 16 showing therelatively Wide major 'corrugations 51.

Fig. 19 is a cross section taken on line 19-19 of Fig. 16 showing minorcorrugations 52 pressed in an opposite direction to that of the majorcorrugation '51 in efi'ect -bifurcating the major corrugation 51 at 58.

Fig. 20 is a cross section taken on line 20-20 of Fig. 16 showing 'theconvergence of major and minor corrugations just before terminating intothe original plane 57 of the plate 50.

Figs. 21, 22,23, QA and 25 show a modified detail of -a plate in which60 is the plate, 61

'is the major corrugation of uniform depth 'and increasing width towardits extremities 62, and 63 are the minor corrugations of vary- *ingdepth and width dividing the major corrugations 61 at its extremities 62forming in longitudinal 'axis of the corrugations. The

upper minor corrugations are preferably longer than the lower minorcorrugations so that the maximum strength of the :plate is 'nearer to'one edge than the other.

Fig. 22 is a top edge view of Fig. 21 showing the major corrugations '61of uniform depth and the minor corrugations 63 tapering in depth fromthe apices 66 of the major corrugations 61 to the original plane '64 :of

'the plate 60.

Fig. 23 is a cross .section taken on .line 23-23 of Fig. 22 showing themajor .corrugations 61 and 'valleys 67 of uniform width and depth. whilethe major corrugations 61 increase inwidth and 'mergeinto :a pluralityof divergent corru'gations. The'valleys 67 decrease in width toward the'edges of the 'plate 60.

Fig. (24 is a cross section taken on 'line 24-24 of Fig. 21 showing "theminor .corrugations 63 pressed within and in opposite direction to `thatof the: maj orcorrugation 61.

Fig. 25 is a `cross section 'taken on line 25-25 of Fig. 21showing`theconvergence of the major and minor corrugations of uniform and -sinuousformationjtst before terminating into the original plane 64 of .theplate 60.

'Figs.'26, 27, 28, 29 and 30 show.a;modified detail ofa 'plate in which70 'is 'the plate, 71 is the'major corrugation of varying width, beingwidest at its extremities 72. 73 is the minor corrugation varyng *indepth 'and and in efl'ect dividing or splitting the major corrugation 71into a plurality of corrugations of `uniform depth and width and of acontiguous 'and 'sinuous formation, as at 30-30. The 'corrugations areof constant cross section .for :ashort distance, the object being toform a corrugated plate of greater strength for a wider'portion of theplateand also'to facilitate .the changing'of the dies'used for forming:the corrugations. The upper minor corrugations are 'preferably longerthan the lower minor' corrugations so that the 'maximum .strength 'ofthe 'plate *is'nearer to one edge than the other.

Fig. 27 'isa top edge'v'ew of Fig. 26-showing the major corrugation 71and the minor that of the major corrugation 71, and the cross sectionalarea. is the same as section 28-28. v l

Fig. 30 is a cross section taken on line 30--30 of Fig. 26 showing' theconvergence of the maj orand minor corrugations of uniform and sinueusformation just before terminating into the original plane 7 5 of theplate 70, and the cross sectional area is the same as sections 28-38 and29-29.

A plate provided with a. plurality of contiguous narrow corrugationspossess a considerable amount of elasticity and when struck a blowdelects readily and regains its shape without distortion, whereas aplate provided with'wide fiat corrugations though better able to car yquiesccnt loads has net the 'resiliency of the formerand is more readilydistorted when struck a blow.

I have described and claimed the corrugations as being that portion ofthe reinforcement between the terminations or between linescorresponding to 9-9 in Fig. 5, the terniinations are the conical orpointed portions, such as 31 in Fig. a v

It is, therefore, desirable to design a plate that possesses greatstrength to withstancl the sudden impact loads or blows, withsufii'cient resiliency to resist distortion.

This application is Confined to the construction wherein the minorcorrugations merge to form the major corrugation, whereas in myapplication, Serial No. 55,207, filed September 8, 1925. I have shownand claimed a construction wherein the major corrugation is split intotwo or more minor corrugations. i

This is a continuation in part of my application Serial No. 595,634filed October 19, 1922. i' i I claim: I

1. A wall structure for a railway car com prising a metallic plateprovided with a plurality of Vertical corrugations spaced apartdistances substantially equal to their width, said corrugations mergingbetween their ends adjacent the floor of the car into a plurality offewer corrugations spaced apart distanees substantially equal to theirwidth.

2. A wall structure for a railway car eomprisinga mctallic plateprovided with a plurality of Vertical corrugations spaced apartdistances substantially equal'to their width,

'said corrugations morning between their ends adjacent the floor of thecar into a plurality of fewer wider corrugations spaced apart dis--tances substantially equal to their width.

3. A metallic plate wall structure provided with a plurality of verticalcorrugations merging adjacent the floor of the car into a lesser numberof wider eorrugations, the maximum strength of the corrugated wall beingbelow the middle of the corrugated portion of the plate.

4:. A wall structure for a railway car comprising a metallic plateprovided with a plurality of Vertical corrugations symmetrical in crosssection about a line midway between the outermost portions of thecorrugations, said corrugations merging between their ends adjar-'entthe floor of the car into a plurality of fewer Vertical eorrugatioussymmetrical in cross section about a line midway between the outcrmostportions of the corrugations.

5. A wall structure for a railway car com- 'prising a metallic plateprovided with a plurality of VGTlCal corrugations symmetrical in crosssection about a line midway between the outermost portions of thecorrugations, said corru ations merging between their r cent the floorof the ar into a plu fewer widcr Vertical corrugations symmetric l incross section about a line midway between the outermost portions of thecorrugzations.

6. wall for a railway car comprising a metal ic plate secured tooppositely disposed horizontal frame members of the car, said teprovided with a plurality of Vertical u tens with their opposite endstermir into the plate adjacent said'oppositely frame members, saidcorrugations :other between their ends adjaeent aid frame members toform a plurality of fewer, wider corrugations.

'7. wall for a railway ('ar comprising a metallic plate secured tooppositely disposed he izontil frame members of the car, said wicledwith a. plurality of Vertical (r tiall r equal to their width with theiropposite 'ones terminating'into the plate adjacent said oppositelydisposed frame members, said corrugations merging together between theirends adjacent the lower of said frame membors to form a plurality offewer corrugations spaced apart clistanees substantially equal to 'theirwidth.

8. A wall for a railway car comprising a metallic pl ate seeured tooppositcly disposed horizontal frame members of the car, said plateprovided with a plurality of Vertical corrugations spaced apartdistances substantially equal to their width with their opposite endsterminating into the plate adjacent said oppositely dispo ed framemembers, said corrugzations 'merging together between their endsadjacent the lower of said frame members to form a plurality of fewer,wider corrugations spaced apart distances' substantially equal to theirwidth.

9. A. wall for a railway car comprising a metallie plate secured to opmsitely disposed 'horizontal frame members of the car, said rrugationsspaccd apart distances substansaid corrugations merging together betweentheir ends adjacent the lower of said frame members to form a pluralityof fewer corrugations symmetrical in cross section about a line midwaybetween the outermost portions of the corrugations.

10. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovic cd wita a plurality of Vertical corrugations symmetrical in crosssection about a line midway between the outernost portions of thecorrugations with their opposite ends terminating into the plateadjacent said oppositely disposed frame members, said corrugationsmer-ging together between their ends adjacent the lower of said framemembers to form a plurality of fewer, wi der corrugations symmetrical incross section about a line midway between the outermost portions of thecorrugations.

11. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of Vertical sinuous and contiguouscorrugations with their opposite ends terminating into the plateadjacent said oppositely disposed frame members, said corrugationsmerging together between their ends adjacent the lower of said framemembers to form a alurality of fewer corrugations with substantiallyfiat apices.

12. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal framemen'ibers of the car, said plateprovided with a plurality of Vertical sinuous and contiguouscorrugations with their opposite ends terminating into the plateadja'cent said oppositely disposed frame members, said corrugationsmerging together between their ends adj acent the lower of said framemembers to form a plurality of fewer, wider corrugations withsubstantially fiat apices.

13. A wall for a railway car comprising a metallic plate secured tooppositely disposed horizontal frame members of the car, said plateprovided with a plurality of Vertical corrugations spaced apartdistances substantially equal to their width symmetrical in crosssection about a line nidway between the outermost portions of thecorrugations with their opposite ends terminating into the plateadjacent said oppositely disposed frame members, said corrugationsmerging together between their ends adjacent the lower of said f `amemembers to form a plurality of fewer, wider corrugations spaced apartdistances substantially equal to their width Symmetrical in crosssection about a line midway between the outermost portions of thecorrugations.

14:. A metallic structure for a railway car comprising a metallic platesecured to oppositely disposed horizontal frame members of thestructure, said plate provided with a plurality of arcuate Verticalcorrugations of constant depth with the parts of the plate betwo a saidcorrugations also of arcuate configuration, said corrugations mergingtogether between their ends to form a plurality of fewer Verticalcorrugations having substantially fiat apices with the parts of theplate between the last mentioned corrugations also being substantially'fiat, said corrugations terminating into the plate adjacent saidoppositely disposed frame members.

ARTHUR E. SMALL.

